雅鲁藏布江中游松属、冷杉属表土花粉对海拔的指示意义

通过雅鲁藏布江中游41个表土样品中松属和冷杉属花粉含量与当地松属、冷杉属植物群落分布高度的对比发现,松属花粉含量在50％～ 60％及以上的样品出现的海拔为2500～3200 m,这与当地高山松和华山松群系分布的海拔(2 200 ～3 500 m)一致,考虑到群落的覆盖度(50％～60％),认为松属含量50％～60％是一个可以指示松属植物群系分布高度的指标.冷杉属花粉含量超过60％(或50％)对应的海拔(3 500 ～4 200 m)与急尖长苞冷杉群系分布的海拔(3 300～4 300 m)亦是非常一致的,并且也能够很好的代表群落植被的覆盖度(50％ ～ 70％).此外,由于松属和冷杉属花粉产量和重量的差异,松属花粉更容易传播到高海拔地区,而冷杉属花粉则更多的降落在低于急尖长苞冷杉群系海拔分布的地区.     

风云三号D星中分辨率光谱成像仪轨道间数据融合技术

FY 3D极轨卫星搭载的中分辨率光谱成像仪MERSI载荷具有最高分辨率达250 M的可见光遥感图像，包含了丰富的植被、山区等地表信息。风云三号卫星对遥感应用监测等具有重要作用。但是作为极轨卫星，FY 3D每间隔102 min覆盖一轨数据，由于每轨数据的卫星天顶角、太阳高度角等条件存在差异，再加上风云三号是星上实时定标，每条轨道也存在定标上的差异，因此在全球拼图时不同轨道反射率数据亮度差异明显，有很明显的缝隙，再加上云的移动和变化，因此不同轨道间的云数据也明显出现断层，从而影响整个MERSI II全球数据的应用，尤其在植被监测、城市热岛监测的应用上更是影响精度。本文以风云三号D星业务系统的全球拼图浏览系统为工作平台，创新提出了基于一定优选算法，利用卫星天顶角进行轨道间数据融合的技术，设计和开发了相应的工程化模块，来消除轨道间数据差异，业务实践证明，该技术效果明显，可显著提高后续MERSI II载荷的遥感产品应用。     

1981—2010年青藏高原地区气温变化与高程及纬度的关系

基于青藏高原地区高质量、均一化的气象站点观测资料,研究1981—2010年青藏高原地区气温变化趋势特征。结果表明:1981—2010年青藏高原地区整体呈升温趋势,平均升温率为0.40℃/10a,冬春季升温率大于夏秋季节,以三江源区、西藏中西部和青海北部升温趋势最为显著。青藏高原地区年和冬、春、秋三季的升温率随海拔高度的升高而增大,海拔每升高1000 m,站点年平均气温倾向率增加0.1℃/10a,冬季更为显著。青藏高原地区夏季气温倾向率的空间分布具有显著的经向差异,纬度每增加10°,气温倾向率增加0.33℃/10a。     

探空高度与雷达高度的比较研究

利用2009年1月南京探空站L波段高空探测的试验记录,以GPS所测的高度数据作为标准,分别从探空高度和雷达高度作了详细分析.结果表明:探空高度与GPS高度的差值随着探测高度的升高而增大,并且随着高度升高,增大的幅度越快;雷达高度与GPS高度的差值有正有负,随着探测高度的升高,总体上高度差值变大,且差值变化幅度出现较大起伏,其稳定性较差.100 hPa以下,探空高度比雷达高度的可信度大,选取探空高度较好;100hPa以上,雷达高度比探空高度可信度大,选取雷达高度较好.     

多年冻土区与季节冻土区地表反照率对比观测研究

利用多年冻土区唐古拉气象站与季节冻土区那曲毕节气象站2008年辐射、土壤未冻水含量及积雪等数据,对两种冻土类型下垫面上的地表反照率进行分析研究,得出两站地表反照率均呈现冬春季较大,夏秋季较小的规律,并且,积雪使地表反照率形成极大值,最大极值接近0.9。唐古拉站的地表反照率整体上比毕节站大,年平均地表反照率分别为0.38和0.31。地表反照率月较差(每月日平均地表反照率最大值与最小值的差值)冬季毕节站高于唐古拉站,而夏秋季节则相反。晴天,两站地表反照率均呈现"U"形,表现出早晚大、中午小,春、夏、秋、冬各季节典型晴天的地表反照率日平均值唐古拉站分别为0.23、0.20、0.20和0.25,毕节站为0.26、0.21、0.22和0.29。此外,讨论了两站太阳高度角和土壤湿度对地表反照率的影响,得出两站地表反照率随太阳高度角的增大均呈现e指数衰减趋势,土壤湿度与地表反照率呈负相关关系,且降雨对地表反照率的变化影响较大。     

A Preliminary Analysis of the Relationship between Precipitation Variation Trends and Altitude in China

Characteristics of the relationship between precipitation variation trends (PVT) and altitude were analyzed using monthly mean precipitation data from 526 observation stations in China from 1961 to 2008.With respect to elevation,China was divided into three subregions,below 200 m,200-1500 m,and above 1500 m.The results showed that the correlations between annual PVT and altitude are different among the three regions.In the region below 200 m in elevation,the best relationship has a correlation coefficient of-0.19 (0.49),passing the 90% (99.9%) significance level south (north) of 35 N.However,the correlation coefficient is close to zero,and the latitude strongly governs the spatial distribution of the amplitude of annual PVT in the 200-1500-m elevation region.In most of the Tibetan Plateau,where the elevation is greater than 1500 m,there is a weak negative correlation.The Mann-Kendall method was used to test the trend of regional mean annual precipitation,which indicated that the annual mean precipitation had no obvious trend of change in China due to the reverse significant variation trends in different areas of the country.     

气温、气压对飞行安全的影响分析

分析了气温，气压变化造成的高度表误差及气温及气温的变化带来的飞 机空速表误差，认为现行民航航线飞行安全高度的规定存在一定的不足，并提出了改进办法。     

Air transport cruise altitude restrictions to minimize contrail formation

While quantification of the effects of NO_x and water vapor is still at an early stage there is evidence that contrail formation could make a significant contribution to global warming. This paper builds on previous research that analyzed a policy of restricting air transport cruise altitudes to eliminate contrail formation. Our previous work [Transport. Res. D 7(6) (2002) 451], examined altitude restrictions in European airspace and concluded that this could be a beneficial policy for reducing climate change impacts from aviation. Since most of the flights in European airspace are short-haul flights, this paper evaluates the trade-offs between altitude restrictions, fuel burn and journey times for longer haul flights of up to 6000 nm. Our focus is on the North Atlantic and US airspace and we examine potential contrail fraction to determine optimal cruise altitudes for reducing contrail formation. Changes in fuel burn and travel times associated with flight levels of 18,000 and 31,000 ft for different aircraft types are analyzed. We find that, in most cases, CO₂ emission increases would be unlikely to entirely counteract the benefit of possible reductions in contrail formation. For some aircraft types, the percentage increase in emitted CO₂ was found to be strongly dependent on journey length. In general, journey times appear not to be a major issue except for some aircraft types. Our results suggest that reducing aircraft cruise altitudes could be a beneficial policy for mitigating climate change impacts from the aviation sector. This is clearly dependent on aircraft type and the distances traveled, but more importantly on ambient atmospheric conditions which can vary significantly between regions and due to daily variation. This suggests that real time flight planning to minimize contrail formation should be investigated as a possible climate mitigation policy.     

Air transport cruise altitude restrictions to minimize contrail formation

Abstract

While quantification of the effects of NO _x and water vapor is still at an early stage there is evidence that contrail formation could make a significant contribution to global warming. This paper builds on previous research that analyzed a policy of restricting air transport cruise altitudes to eliminate contrail formation. Our previous work [Transport. Res. D 7(6) (2002) 451], examined altitude restrictions in European airspace and concluded that this could be a beneficial policy for reducing climate change impacts from aviation. Since most of the flights in European airspace are short-haul flights, this paper evaluates the trade-offs between altitude restrictions, fuel burn and journey times for longer haul flights of up to 6000 nm. Our focus is on the North Atlantic and US airspace and we examine potential contrail fraction to determine optimal cruise altitudes for reducing contrail formation. Changes in fuel burn and travel times associated with flight levels of 18,000 and 31,000 ft for different aircraft types are analyzed. We find that, in most cases, CO₂ emission increases would be unlikely to entirely counteract the benefit of possible reductions in contrail formation. For some aircraft types, the percentage increase in emitted CO₂ was found to be strongly dependent on journey length. In general, journey times appear not to be a major issue except for some aircraft types. Our results suggest that reducing aircraft cruise altitudes could be a beneficial policy for mitigating climate change impacts from the aviation sector. This is clearly dependent on aircraft type and the distances traveled, but more importantly on ambient atmospheric conditions which can vary significantly between regions and due to daily variation. This suggests that real time flight planning to minimize contrail formation should be investigated as a possible climate mitigation policy.